Engine starter control



1934. F, H. PRESCOTT ET-AL 1,980,355

ENGINE STARTER CONTROL Filed Feb. 2., 1933 4 Sheets-Sheet l INVENTO s w E N R O T T A Nov. 13, 1934. F, H, PRESCOT'IL ET AL 1,980,355

' ENGINE STARTER CON TRQL Filed Feb. 2, 1935 4 Sheets-Sheet 2 A BY 9L ATTORNEY! F. H. PRESCOTT Er AL ENGINE STARTER CONTROL Nov. 13, 1934.

4 Sheets-Shet 3 Filed Feb. 2, 1955 BY MM'ZA/ ATTORNEY! Nov. 13, 1934. F. H, PRESCOTT ET AL ENGINE STARTER CONTROL PM I l J %V 4 4 D ww f H m m w m m h m .-lm.. H 4% M/ 5 m b w m QQkMVSQWQG v QR I Patented Nov. 13, 1934 UNITED STATES ENGINE STARTER CONTROL Frank H. Prescott, Anderson, Ind., and James M.

Crawford, Detroit, Mich., assignors, by mesne assignments, to General Motors Corporation, Detroit, Mich a corporation of Delaware Application February 2, 1933, Serial No. 654,876

Claims.

This invention relates to apparatus for controlling the starting of internal combustion engines particularly the engines of automobile vehicles.

5 Among the objects of the inventions are improvements in type of engine starter control apparatus for automobiles in which one of the engine control devices, such as the accelerator pedal, is used also for controlling the operation of the engine starter. 1

More particularly an object of the present invention is to provide apparatus for controlling the engine starter and the engine throttle or other engine control device, where the carburetor or other engine control device is on one side of the engine and the starting motor is on the opposite side. Thisaim and object of the present invention is accomplished in the embodiment thereof by employing a link for directly connecting the foot pedal with the carburetor throttle valve lever said link being located on one side of the engine frame; by employing a shaft extending across the engine frame at right angles with the plane of movement of the link, said cross shaft being connected with the engine starting apparatus on the other side of the engine frame; and by employing a displaceable member normally connecting the link with the cross shaft, said displaceable member being moved by means responsive to engine operation into a position whereby the link is no longer connected withthe cross shaft and the throttle valve maybe con-. trolled without operating the starter while the engine is running.

Fur her objects and advantages of the present invention will be apparent from the following description, reference being bad to, the accompanying drawings wherein a preferred embodimerit of one form of the present invention is 40 clearly shown.

In the drawings: 1

Figs. 1, 2 and 3 are perspective views showing the engine starter control apparatus embodying the present invention in different positions of 45 operation. 1

(Cl. 123-179) i provides a soft rubber pad 23 so recessed as to provide for the reception of a spherical end 24 of a link 25 thereby providing a ball and socket connection between the pedal 20 of the link 25. Link 25 is attached by rivets 26 to an extending link 2'7 which terminates' in a clevis 28 connected by a pin 29 to-a throttle lever 30 which operates a shaft 31 carrying a throttle valve not shown.

The link 25 iscutjfaway to provide a recess 32 located between a: shoulder 33 of the rod 25 and 65 the end 34 of the member 2'7. This recess 32 normally receives a displac'eable lever 35 which is pivoted upon a pin 36 passing diametrically across an end portion of a crossshaft 37. The

cross shaft 37 is journalled in bearings provided 7 by brackets 38 and 3.9. The left end of shaft 37, as viewed in Fig. 1 is connected with a lever 40 connected by pinf41 with link 42 having a tubular portion 43 which receives a spring 44 confinedbetween a p n 45fe'xtending diametrically across the tubular portion 43 and the upper end of a switch operation plunger 46. The plunger 46 is slidably supported by a bushing 47 attached to a switch housing 48 which is attached by screws 49 to a frame 50 of a starting motor represented diagrammatically as 51 in Fig. 4. The switch housing 48 insulatingly supports a screw 52 having its head 53. so shaped as to provide a switch contact. The plunger 46 insulatingly supports a contact 54 so shaped that when the plunger 46 is .moved downwardly the contact 54 will engage the contact 53 and at the same time engage a contact 55 formed by the head of a screw 56 which is insulatingly carried by the field frame 50 and which is 'connected to the windings of the motor 51. The engagement of the contact 54 with-the contacts 53 and 55 will connect a storage battery 57 or other source of current with the motor 51 in order to start the engine. Aspring 58 surrounding the plunger' 46 and ,bushing 4'7 and locatedbetween switch housing 48, and a collar 59 attached tojthe plunger 46 urges the contact 54 away from the contacts 53 and 55 when the link 42 is moved upwardly and to the left as x viewed Fig. 4. The spring 44 likewise urges the link 42 upwardly and the lever 40 counterclock-wise and an adjustable stop screw 60 carried thereby into' engagement with the bracket 39 whereby all looseness between the plunger 46 and parts 42 and 40 is taken up thereby eliminating a rattling noise.

It is apparent that as long as the lever 35 is received by. the recess 32, of the link25, a downward movement of the pedal 20 will cause the shoulder 33 of the link 25 to'enga e the lever 119 35 thereby causing the same to be rotated clockwise as viewed in Fig. 1, thereby causing the cross shaft 37 and the lever 40 to move in the same direction thereby causing the link 42 to move downwardly and to cause the motor switch to be closed and the motor to crank the engine.

In orderthat the pedal 20 will be disconnected from the motor switch while the engine runs, means responsive to engine operation causes the lever 35 to be withdrawn from the shoulder 33. In the disclosed form of the invention this means is responsive to the suction of the engine. Referring particularly to Fig. 5, .70 designates a displacement chamber enclosed by a metal shell 71 and a flexible diaphragm 72 having its periphery clamped to the shell 71 by the bent over flange 73 of a metal shell 74 which is attached to a bracket 75 having screw receiving holes 76 which align with screw receiving holes of the 'frame which is indicated at 80 in Fig. 4. The

diaphragm 72 is attached by a rivet 81 to a cupped washer 82 and to the flange 83 of an operating bar 84. The bar 84 is slidably supported by a bracket 85 which as shown in Fig. 6

,is attached to the bracket 75. The bracket 85 is provided with an opening 86 wide enough to receive the widest portion of the bar 84 and is provided with a notch 87 leading into the opening 86, said notch 87 being wide enough toreceive the narrowest portion of the bar 84 which is shown in Fig. 5. This construction permits assembling the bracket 85 with the bar 84 when the shell 74 and bracket 85 are attached to the bracket 75 by studs 74a extending from the shell 74 through holes in the bracket 75, and receiving nuts 74b.

The diaphragm 72 is urged normally toward the right in the drawings by a spring 90 confined between the washer 82 and a seat .91 provided by a coupling 92 threaded into a tubular bushing 93 attached to the shell 71. By a pipe, not shown, the coupling 92 is connected to the intake manifold of the engine. The bar 84 is provided with a hole 95 for receiving an end of a link 96 having a threaded connection 97, for adjustment, with a link extension 98warrying a ball end 99 fitting into a spherical socket 100 provided by the head of a screw 101 which is threaded into the lever 35.

After the engine has been started the manifold suction will be sufficient when the engine idles to cause the diaphragm 72 to be drawn toward the left, and the lever 35 to be retracted from the recess or notch 32 of the link 25 as shown in Fig. 2. As soon as the engine becomes operative, the driver instinctively releases pressure on the pedal (which is urged upwardly by a spring 120 anchored at 121 and attached by aclip 122 to the link extension 27) thereby relieving the pressure between shoulder 33 and the lever 35 whereupon the suction provided by the engine will quickly retract the lever 35 in the manner described in case this movement has not yet taken place.

Since the link 25 is free of-its connection with the engine starter due to retraction of the lever 35 from the notch 32, the operator may move the pedal 20 as desired to operate the throttle without danger of operating the engine starter. As long as the engine is running the link 35 cannot return to the notch 32. When the engine is idling or running on part load the suction will be sufiicient to maintain the lever 35 out of the path of movement of the notched portion 32. When the engine is running on full load the suction may not be sufficient to maintain the lever 35 out of engagement with the link 25, but the return of the lever 35 to the notch 32 cannot occur because, when the pedal 20 is depressed to open the throttle for full load performance, the notched portion 32 of the link will be removed from alignment with the lever 35, the lever 35 bearing against the round portion of the link 32 and the pedal 20. When the engine returns to part load operation and the operator releases the pedal or even if the pedal is not released and the engine speed increases, the suction of the manifold will be sufficient toretract the lever 35 from the link 25. It is, therefore, apparent that the engine starting apparatus cannot be connected with the accelerator pedal 20 unless the engine is stopped and the pedal returned to uppermost position.

The link extension 27 is threadedly connected with the clevis 28 so that the clevis may be adjusted relative to the link when the clevis is detached from the lever 30. The adjustment should be such that there is clearance between the latch lever 35 and the shoulder 33 of the member 25 when the throttle is in idling position. A clearance of one-eighth of an inch has been found to be satisfactory. This clearance assures that the latch lever 35 will return to normal position within the notch 32 when the engine stops and also that the throttle valve will be opened substantially when the engine starts. The screw 101 may be'turned in order to vary the distance between the diaphragm 42 and the lever 35. This adjustment is made in order that the spring 90 will return the lever 35 to the notch 32 and press the same against the link member 25. There should be space between the lower end of the link 32 and the Washer 59 on the switch plunger 46, as shown in particular in Fig. 4, iii order to insure that the switch will be open when the latch lever 35 is disconnected from the link 25. The aforesaid clearance between the link 42 and the washer 59 together with the normal clearance of the shoulder 33 and the latch lever- 35 assures the opening of the throttle before the engine starts. A clearance of about one-sixteenth of an inch between the link 42 and the washer 59 has been found to be satisfactory. If

the clearance happens to be substantially greater than one-sixteenth of an inch, due to variations in manufacture of the automobile, a washer or a clip can be placed about the plunger 46 to reduce the clearance.

While the form of embodiment of the present invention as herein disclosed, constitutes a preferred form, it is to be understood that other forms might be adopted, all coming within the scope of the claims which follow.

What is claimed is as follows:

1. A coordinated engine control and engine starter control comprising, in combination, a Iongitudinally movable member for controlling the engine, a shaft member extending transversely to the engine controlling member, engine starting apparatus controlled by said shaft member, a displaceable device normally operable to connect the engine controlling member with the shaft engine, a shaft extending transversely to the engine controlling member, engine starting apparatus controlled by said shaft, a device attached to the shaft and normally operable to connect the engine controlling member with the shaft and means responsive to engine operation for moving the device away from the engine controlling member and out of cooperation therewith.

3. A coordinated engine control and engine starter control comprising, in combination, a longitudinally movable member for controlling the engine, said member having a recess providing a shoulder, a shaft extending transversely to the controlling member, engine starting apparatus controlled bysaid shaft, a lever pivotally attached to the shaft and movable into or away from said recess, and means responsive to engine operation for moving the lever away from said recess and out of cooperative relation with said shoulder.

42. A coordinated engine control and engine starter control comprising, in combination, a longitudinally movable member for controlling the engine, said member having a recess providing a shoulder, a shaft extending transversely to the engine controlling member, engine starting apparatus controlled by said shaft, a lever pivotally attached to the shaft and movable into or away from said recess, a spring urging the lever toward the engine controlling member, and means responsive to engine suction including a suction operated displacement member, and a link connecting the same with the lever for retracting the lever from the recess and shoulder of the engine controlling member,

6. A coordinated engine control and engine starter control comprising, in combination, a longitudinally movable member for controlling the engine said member having a recess providing a shoulder, a shaft extending transversely to the engine controlling member, a lever pivotally attached to a portion of the shaft adjacent to the engine controlling member and movable into and away from the recess, means connected with a portion of the shaft remote from the engine controlling member and operable to control an engine starter, an engine suction operated device, including a displacement member located adjacent the shaft end remote from the engine controlling member, a spring urging the lever toward the engine controlling member, and a link extending along the shaft for connecting the displacement member with the lever. 

